Speed-control mechanism for vehicles



July 17, 923.

H. V. RUDOLPH SPEED CONTROL MECHANISM FOR VEHICLES Filed Feb. 5,

` lc) Inventor:

Y1/MME MRM/gif t'as.

Patented July 17, i923.,

entre sTaTes aTTiTT oTTi HAROLD V. RUDOLPH, OF CHARLOTTESVILLE,VIRGNIl-l., ASSIGNOR TO AMERICAN AUTOMATC TRAN CONTROL CORPORATION, OFBALTIMORE, MARYLAND, A COR- PORATION OF MARYLAND.

SPEED-CONTROL MECHANISIJE FOR VEHICLES.

Application filed February 3, 1920. v Serial No. 355,993.

To all whom it may concern.'

Be it known that HAROLD V. RUDOLPH,

a citizen of the UnitedStates, residing at Charlottesville, in thecounty of Albemarle and State of Virginia, has invented certa-in new anduseful improvements in Speed- Control `Mechanism for Vehicles, of whichthe following' is a specification.

This invention relates to an improved speed-control mechanism forautomatic train-control systems and 'is especially designed for use inthat class of train control systems wherein a Contact shoe is carried onthe vehicle and so arranged asto be moved by contacting with ramp railsalong the trackway whereby to operate aV shoe-switch on the vehicle andopen or close circuits to break down or maintain the vehicle mechanismaccording to the conditions of the track ahead. p

In said systems it is usually planned, when the track ahead is clear, topick up a current from the ramp-rails and substitute it yfor the normalvehicle current while the shoeswitch is open, and in case the trackahead is occupied, to cut-olf the current from the ramp-rail whichguards the occupied section of track, so that no current can be pickedup to be substituted for the broken vehicle circuit, and thus deenergizemagnets in the vehicle that will cause an automatic stop ofthe vehicle.

It has now been found desirable in railroad operations to permit avehicle to enter an occupied block or section provided the speed of thevehicle is reduced to a point of safety, and the object of the presentinvention is to provide improved mechanism on the vehicle whereby thevehicle mechanismA may be maintained in an energized condition when adeenergized ramp-rail or current source on the trackway is cut off, onlyhowever in case such vehicle is traveling at a suficiently low speed tobe deemed safe.

Another object of the present invention is to provide an improvedarrangement of circuits and circuit closers all on the vehicle wherebyto permit a vehicle traveling at a safe speed to enter an occupied blockor sectionof track.

With the above objects in view the invention is illustrated in theaccompanying drawing wherein the singlezview shows diagram" maticallythe devices and circuits employed on the vehicle and embodying theinvention.v

Referring to the drawing the numeral 1, designates a track-rail; 2 acomparatively long` and gradually-inclined ramp-rail which normally,when the track ahead is clear Tis connected to 'one side of a ramp-railcurrentsupply 3, through a track-relay 4. The other side of thecurrent-supply 3, has a connection with the track-rail 1, while thetrackrelay 4, is controlled through wires 5, and 6 by a circuit that isnormally closed when the track ahead is clear and open when the trackahead is occupied or in a dangerous condition.

All of these features are common in traincontrol devices now in use andarenot switches but in the present instance' show a stemy 13, connectingthe two switches and carrying a contact shoe 14, at its lower end whichshoe is sol located on the vehicle as to engage in succession theramp-rails 2, which are provided at intervals along the track-way andare so inclined as to impart a vertical movement to the shoe, stem. andswitches as each ramp-rail is passed.

ln the present instance the switch 7, is

designed with an upper Contact surface and a lower insulating surface15, which latter will not conduct electrical current.

@n the vehicle I provide a control relay which in ypractice is designedas a combined electro-pneumatic valve 16, of such construction as toeffect a venting of the train-line of an air-brake system when themagnet is deenergized and thereby apply the airbrakes. rhis cont-rolrelay is of a wellknown construction and a detailed illustration of thevsame is deemed unnecessary in this case.

The control relay -has an armature 18,

Y which latter is held up, when the relay is energized, so as to engagea contact 19, and the armature is connected by a wirev 20 to one side ofa vehicle current supply 21. onnections 22, 23 and 24, are provided fromthe other side of the vehicle current supply 21 to the control magnet16, and connections q 25 and 26, extend from said control magnet 16, tothe shoe-switch contact 9.

It will also be noted that Jfrom shoe-switch 10, I provide connections27 and 28 to the contact 19, with which armature 18, con- VFrom the'above explanation it will be seen that normally the vehicle currentsupl ply 21, keeps the control-magnet 16, energzed when switch 7 is in.engagement with contacts 9 and 10 and that the circuit thus maintainedthrough the control-magnet is a ently be explained.

stick-circuit because it includes the armature 18,v of the magnet whichit energizes.

Ity is to be particularly noted that the switch-contacts 9 and 10 whichthe switch 7, engage are vso disposed that wheny the switch moves up thecontact 10, after a certain movement of the shoe hasbeen made, will beengaged'by the insulation 15, whereas the' contact 9, will always engagethe contact vsurface 7, and that when the contact 10, isy

'fI further provide on the vehicle what may 1 be "termed a speed-controlrelay, or for brev- Iity a'speed-relay 29, which latter has a stem 30,carrying an arma-ture 31, the lower end of which stem is connected to aretarding device 32, such for example as a dash-pot so that when thespeed-relay 29 is energized, the armature 31, can pick up only as fastas the retarding device '32, will permit.

The speed-relay has one connection with one sideof the vehiclecurrent-supply 21,

through the wires 22, 23, and 33 and the speed-relay which terminates atthe switchcontact 11.

This latter connection includes wires 34 and 35, and in the presentinstance, I show a spring'switch .36, interposed in this latterconnection between wires 34 yand 35, but this 4is not essential to theoperation oi the apparatus, and is only provided as a check on the.engineer, as will presently be more fully f explained.

From the contact 12, of shoe-switch v8, I provide connections 37 and 38which unite withwire 28, so as to provide a connection from the saidcontact 12, to the battery 21.

It is therefore to be noted that when control-magnet 16, is energizedand shoe-switch 8, is closed with contacts 11 and 12 and thespring-switch 36, if used, is also closed, that a circuit will Vbeycomplete throughv the speedrelay 29 from battery 21, bywires 22, 23, 33to said relay, then by wireV 34, springswitch 36, wire 35 to contact 11;then across shoe-switch 8, to contact 12; then by wires 37, 38 and 28,to armature-contact 19; through the armature 18, (up).and`by wire 20,back to the battery.

The circuit just described will, upon its completion, energizespeed-relay 29 and thereby exert an upward pull on the stem 30, whichlatter isretarded in its up movement by the dash-pot 32, but when theupstroke is completed the armature 31, of this speed-relay will close asubstitute circuit through the control-magnet 16, and hold the latterenergized provided the same (magnet 16') has notl already becomedeenergized by the interruption of the normal circuit by the movement ofthe switch 7 from tact 10. Y Y

This latter break in the normal circuit through control-magnet 16, willvnot occur, in my present device, until after the substitute circuit hasbeen closed, provided, and

the cononly provided the speed of the 'vehicle-.is

low and safe because if the speed of the vehicle is too great the switch7 will move up and open the circuit between contacts 7 and l9 before thespeed-relay 29 will close the substitute circuit at the armature 31.

This substitute circuit, through the speedrelay armature 31, is asfollows: 'from vehicle current-supply 21, by wire 20, armature 18,contact-point 19, wires 28, 38 vand 39,to a spring-switch 40, if thelatter is used which must be held closed by hand; vacross the switch towire 41; then through armature 31, to wires 42 and 25, to control-magnet16; then by wires 24, 23 and 22, back tothe vehicle current-supply 21.Tt is tc be noted that this speed-control substitute cir'cuitis also a`stick-circuit in that itenergizes control-magnet 16, through thearmature of .the latter.

This substitute circuit also includes the spring switch 40, betweenwires 39 and 41,

but this spring-switch is alsonot essential to the operation but isincluded in the circuit so-that in case the dash-pot'32 should stick andhold armature 31 closed, the circuit would be interrupted immediatelyupon release of the switch 40, by Vthe engineer. Obviously if thissubstitute circuit should accidentally remain closed, thenv control-lmagnet 16,-would always be kept energized even when the vehicle entersan occupied block at high'speed, and this is `just what the inventionseeks to prevent.

The operation of the invention isas :tollows: L

Presuming the track ahead of the vehicle to be clear and the vehicleapproaching, but not yet in engagement. with the ramp-rail 2, on thetrackway, .the normal vehicle circuit from the vehicle current-supply21, through the control-magnet 16, will be the stick-circuit shown inthe drawing which includes the armature 18, of the said controlmagnet;the wires 26'and 27; the switch 7 and itsI contacts 9 and 10 and thewires 22, 23, 24 and 25. At this time all other circuits shown in thedrawing will be open.

`When the track ahead'is clear, track-relay 4 will be energized so thatits armature ywill be held up and thus provide a connection :trom oneside of the ramp-rail currentsupply 3 to the ramp rail 2. When the shoe14 therefore rides up onto the comparatively long and gradually-inclinedramp-rail the stem 13 and both switches 7 and 8 connected thereto willmove up, and' during this upmovement, the contact 10 will be engaged bythe insulated portion 15 of the switch and thereby eiect an interruptionof the circuit across the switch from contact 10 to contact 9, but saidcontact 9 will remain in engagement with the switch 7, Jfor a purposethat. willnow be explained.

The engagement of `shoe 14, withv the ramp 2, will form an electricalconnection between the two and current from source 3 will be picked upby the shoe and conducted by the stem 13, through switch 7, to contact 9then by wires 26, and .25 to and through control-magnet 16, then bywires 24 and 23 to a wire 43, that extends to the axle 44, and wheel 45;then through track-rail current supply 3. V

r1`hus it will be seen that the control-magnet 16, willV be'keptenergized when the track ahead is clear, (and a ramp-rail is engaged bythe shoe) by the current picked up from current supply 3. i

This operation is not new in `my present invention but is one that is inpractice and in Aconjunction with which my invention is used. f n

Let it now be presumed that the track ahead is occupied but that avehicle traveling ata low and safe speed enters the block or sectionalready occupied.

1n this example, of course the ramp-rail 2 would be dead because currentfrom supply 3 would be cut-oli by the deenergized track-relay 4.

l `When the slow-moving vehicle reaches the comparatively long andgradually-inclined ramp-rail 2, the shoe 14, will ride up onto the same,slowly as compared with the movement when the vehicle isv traveling athigh speed. The upward movement of shoe 14; stem 13, and switches 7 and8, will be comparatively slow but switch 8, will close between contacts11 `and 12 immediately after beginning its. upward movement and beforethe switch 7, opens the normal circuit between contacts 9 and 10, sothat before the normal circuit between switch 7 and its contacts 9 and10 and the control-magnet 16, is broken, the substitute circuit formed bv the switch 8 andcontacts 11 and 12, through the speed-relay 29, willbe established whereby to energize the speed relay and start the stem 30and armature 31 moving upwardly. `This upward movement is so timed bythe dash-pot 32, that the armature 31 will also close with theconnections 41 and 42 before the switch 7 has passed :trom thelowercontact 10, consequentlythe substitute circuit from the vehiclecurrent-supply 21, through the armature 31 and the control-magnet 16,

will be established before the normal cir-,

cuit from the same current-supply 21, through. the contacts 10 and 9 andswitch 7 is broken. This operation depends upon the period of time thatensues between the closing of switch 8 with contacts 11 and 12, and themovement of the switch 7 'from contact 10, andthis time period. in'turnis varied according to the speed of the vehicle and the speed at whichthe shoe-contact 14, is moved up as it passes over the long andgradually inclined ramp rail 2.

1t seems to be obvious that when the vehicle moves slowly the movementof the shoe and its switches will be correspondingly slow so that thespeed-magnet will have time to pick up its armature 31, before theswitch 7, interrupts the normal vehicle circuit.

When armature 31 picks up, then the substitute circuit will be formedand this circuit will also be a stick-circuit because it includes thecontrol .magnet 16, and the armature .18, which that magnet controls.

1n vthe present illustration 1 have interposed the two spring-switches36 and 40, in the'speed-magnet circuit and in the substitutecontrol-magnet circuit because 1 prefer to require the rattention oli'the .engineer when it is desired to enter a block already occupied,-hehaving been previously warned, by `either wayside or. cab signals,

that he is about .to .pass a dead ramp-rail..

By this means the engineer is required tor close the switches 36 and 40and hold them closed while the shoe 14, is passing over the ramp-rail 2and unless he does so the movement of the shoe, either fast or slow willfail to close either the speed-relay or the control-magnet circuits andan automatic stop will result.

From the above explanations it is to be understood that the presentinvention conibines' a control device, a retarded speedcontrol element,a current-supply and two shoeactuated switches, all on the vehicle andconnected by electric connections, with means to cause a fast or slowmovement of the shoe-actuated switches whereby ak slow movement of theswitches will cause a substitute circuit to be formed-by thespeedcontrol element from 'the vehicle currenti supply throughthecontrol device, when the track ahead is occupied whereas, under the sametrack'conditions, a fast movement of the switches willv cause thecontrol device lto automatically operate to stop the vehicle and a fastmovement of the switches` with the track ahead clear will cause anothercircuit to be formed through the control device tor prevent operation ofthe latter.

Another feature andy advantage of my present invention lies inthe factthat if a vehicle is stopped with its contact-shoe lLl, resting upon adead .ramp-rail 2, as frequently happens in practice, no difhculty isexperienced in resetting the mechanism and restoring the vnormalcircuits so lthe vehicle can proceed. v

This resetting operation, under the present invention is extremelysimple and as'. follows:

' is a stick circuit, in that it includes the arma-v themanually.held-up armature .18, Contact'v It should be `remembered thatwhen the contact shoe 14; is on a dead ramp-rail, the

switch 7 will be elevatedand the contact 10' will then be in engagementwith theinsulation 15, and of no utility as a current con-r ductor. t 1

This position of contact 10 opens the non mal vehicle circuit forcontroly magnet 16,

and deenergizes the latter and causes an operation of the air-brakes orcontrol devices.

lt should bereinembered that this normal` *vehicle circuit vthrough thecontrol magnet ture 18, of said magnet, and cannot be restored -uintilthe armature 18 is picked up.

The resetting of relay 16 is effected after the vehicle has stopped bymeans of a substitute circuit on the vehicle, and the substitute circuitis completed by manual op erations of lthe engineerwho lifts armature 18and depresses cross spring switches 36 and 10, whereupon current fromvehicle current-supply 21, will flow Vby wire 20, through 19, wires 28,88, .8, to lcontact 11; then by wire '35, to and through thespringswitch 36, which is manually Vheld closed; `then by wireet throughspeed relay 29, energizing the latter and drawing its. armaturelgradually up; then `by wires A33, 24C, '23' and 22 back to the currentsupply 21. o

When speed relay 29 isk thus energized and its armature 31 lifted,``spring switches 36. and 410A and the armature ,18 will beheld closed byhand, As soon as armature 31, `v i closes across wires 11, L,l2,fthesubstitute vehicle Lcircuit through control magnet 16, will be'completed asA follows: From vehicle current supply, 21,. ley-wire y2O,armature. 18, contact 19, wires 28, .38 and l39 to and throughl springswitch 110; then bywire 41,1 armature 31, wires 4:2 and 25 toand'through controll magnet 16; 'thenby wires A211, 23 and 22 back tovehicle current supply, thereby energizing control-magnet 16,*andholding armature 18 up. `The engineer will then Vhold switches 36, et()vclosed and vmove his vehicle forwarduntil thejshoe leavesA the' ramprail and when the shoe moves down the switches 7, `will againclose'the'norm'al've-- hicle circuit between contacts 9 and 10 and controlmagnet 16 will beheld energized.-

vThe engineer may then release the arma` ture of the `control relay'16which latter will remain in the normally energized condition. t

Having described my invention, I claim,- In a tra-in control yapparatusthe .combination with a vehicle havingL a controlling device, ofacurrent supply on the vehicle;

plural pairs of switch contacts and shoe actuating means therefor alsoon the vehicle; means to effect an operation of the shoe' means as ther`vehicle travels g a ,normally HAROLD RUDGLPH. f o

